Controlling system for motor traction-cars.



W. C. MAYO.

Patented Nov. 1, 1910.

CONTROLLING SYSTEM FOR MOTOR TRACTION CABS, APPLICATION FILED DEC. 29,1909. 974,683.

00o xxx W. G. MAYO. CONTROLLING SYSTEM FOR MOTOR TRACTION CARS.APPLICATION FILED DBO. 29, 1909.

. 97%,683. Patented Nov. 1, 1910.

2 SHEETS-SHEET'Z.

N1 sns @BFTQ.

WILLIAM C. MAYO, OF BAR-STOW, TEXAS, ASSIGNOR, BY DIRECT AND MESNEASSIGN- MENTS, OF ONE-THIRD TO ELECTRIC GAS MOTOR CAR COMPANY, ACORPORATION OF ARIZONA TERRITORY, ONE-THIRD TO GEORGE E. BRIGGS, OFBARSTOW, TEXAS, AND ONE-THIRD T0 JOHN HOULEHAN, OF EL PASO, TEXAS.

CONTROLLING SYSTEM FOR MOTOR TRACTION-CARS.

Specification of Letters Patent.

Original application filed February 24, 1908, Serial No. 417,431.

Patented Nov. 1, 1910.

Divided and. application filed November 3,

1908, Serial No. 460,828. Divided and this application filed December29, 1909. Serial No. 535,440.

To all whom it may concern:

Be it known that I, WVILLIAM C. MAYO, a citizen of the United States,residing at Barstow, in the county of Ward and State of Texas, haveinvented a new and useful Controlling System for Motor Traction- Cars,of which the following is a specification.

This invention has reference to'improvements in controlling systems formotor traction cars and its object is to provide a means for theapplication of the power to the car axles from a suitable primemovercarried by the car, the control being in a large measure automaticand outside the volition of the motorman, except that the motorman mayat will determine the speed of travel of the car.

The present application is a, division of another applicat1on No.460,828 filed by me on November 8, 1908 for a controlling sys tem formotor traction cars and the said application of which the presentapplication is a division is in turn a division of an application filedby me for a controller for motor traction cars which ultimately resultedin Letters Patent No. 902,985, granted November 3, 1908.

The present invention will be best understood from a consideration ofthe following detail description taken in connection with theaccompanying drawings forming a part of this specification, in whichdrawings,

Figures 1 and 2 taken together illustrate diagrammatically theelectrical connections of a single car, showing generally the system. ofcontrol forming the subject matter of the present application.

In the system to which this invention relates each power car, even whena number of such cars are coupled together to form a train, is providedwith a prime mover. If trailers are used, power both mechanical andelectrical will be furnished by the power cars, but it will beunderstood that each trailer may, as well as each power car, be providedwith suitable brakes to be electrically operated and such a brake systemis shown and described in Letters Patent No. 897,218, granted August 25,1908, for an electrically operated air brake system, upon an applicationfiled by me.

Each power car is provided with a prime mover A, only diagrammaticallyindicated in Fig. 2 but which is to be understood as a prime mover ofample power for the purposes of the invention. Because it is desirablethat each car should be a complete unit in itself, and also because ofthe advantages of such an engine, the system contemplates, but of courseis not confined to, the use of an explosive engine of the multicylindertype. Because of the track conditions to be met in actual practice andthe high speed, say eighty or ninety miles an hour, it is designed touse, especially in long distance traiiic, the engine employed may haveas many as twelve cylinders or even more if found'desirable. Thecylinders may be controlled singly or in pairs or otherwise as foundmost desirable and for this purpose there is provided a governor B,which however is only indicated diagrammatically in the drawings butwhich is fully shown and described in Letters Patent No. 920,074,granted April 27, 1909, for a governor for explosive engines, on anapplication filed by myself and John Houlehan.

Vhile not strictly material to the present invention it may be statedthat it is desirable that the governor should be inactive to a minimumnumber of engine cylinders but should be active to the remainder of theengine cylinders by and in accordance with the load put upon the car. Itis designed that the prime mover should be 7 continuously operated aslong as the car is in service, and this is the reason that the governoris made inactive to a minimum number of engine cylinders so that thespeed of the car or the load put upon the prime mover by the car overand above a prescribed load shall not affect the engine except undercertain contingencies.

The purpose of providing continuous power upon the car whether thelatter be running or not is to insure the generation of electric currentfor various operations. Each car is provided with a suitable electricgenerator in the form of a dynamo C preferably of the direct currentdriven by a suitable engine such as a multi-cyllnder explosion engine,and in order that the voltage of the dynamo may be substantiallyconstant there is provided a suitable regulator D such as set forth inLetters Patent No. 896,738, granted August 25, 1908, for improvements inregulators for dynamo electric machines, upon an application filed bymyself and John Houlehan. The dynamo and the regulator are onlydiagrammatically represented in Fig. 2.

Each power car is provided at each end with a suitable controller E, thedetail construction of which is shown and described in the aforesaidLetters Patent No. 902,985. Each power car is also provided with asuitable air brake system which however is only shown in thisapplication in so far as the electrical connections are concerned, andthese include electro-magnetic means indicated at F for the control ofthe air brake valves and are to be taken as indicative of the structureset forth in the aforesaid Letters Patent No. 897,218. For reasons whichneed not be particularly entered into here it is preferred that each carbe provided with two air brake systems since the cars, having longbodies, are mounted upon distinct trucks at each end and each truck isprovided with its individual air brake system individually controlled bythe electrically operated controlling means. Each car is also providedwith a speed changing and reversing gear G which however is onlyindicated in Fig. 2 without any attempt to show its actual structure,the said speed changing gear being fully shown and described in LettersPatent No. 901,980 granted October 27, 1908, for improvements in speedchanging gear, on an application filed by myself and John Houlehan. Thespeed changing gear is electrically operated and the electricalconnections are diagrammatically shown at H.

At a suitable point between the power unit and the car wheels there isprovided a combined friction and positive clutch, the electricalportions of which are indicated diagrammatically at I, and the detailsof this clutch are fully shown and described in the aforesaid LettersPatent 901,980 for speed changing gears.

In each controller E there is a series of contact terminals numbered inthe drawings 1 to 11 both inclusive, this number being subject to changeif under some circumstances it be found advisable to add to or subtractfrom the parts to be controlled. The movable parts of the controller,that is the movable contacts of the controller are shown in the drawingsas displayed and are numbered from 12 to 27 respectively and since it ispreferable though not imperative that the parts 12 to 27 be movablewhile the terminals 1 to 11 be stationary, the said parts 1 to 11 may betermed brushes or terminals and the parts 12 to 27 may be termed contactsegments or contactors in order to facilitate the description.

I11 practice the several contactors or segments 12 to 27 are mountedupon a shaft within a suitable casing and this shaft is designed to havea rotative movement through an arc of about 180 degrees more or less andfurthermore the several segments are assumed to be in electricalconnection with the said shaft in such manner that the segments are inelectrical connection one with the other. By suitable mechanisms such asdescribed in the aforesaid Letters Patent No. 902985, or by any othersuitable mechanism the controller may be moved to any one of a number ofpositions and these positions are indicated in the drawings ofthisapplication by the solid and dotted lines designated by the numerals28 to 36 both inclusive. The brushes 1 to 11 are each of suflicient sizeto carry the required current safely but none of them is wide enough tobridge the distance between two steps of the controller.

The several segments of the controller are each of suflicient length andthey are all so positioned as to carry out the purposes of the presentinvention and to also cause the energization of the brake controllingdevices F.

Running through the length of the car are two main line conductors 38and 39 receiving current from the dynamo C. Also running throughout thelength of the car are other conductors 40 and 41 constituting signalconductors. There are also other conductors 42 and 43 for the reversingclutch and two conductors 44 and 45 for the speed changing gear. Thereare also four conductors 46, 47 48 and 49 which constitute the brakecontrolling conductors, and finally there is another conductor 50 forthe whistle, it being understood that it is desirable to provide eachcar with a whistle which may be blown by air taken from the air brakesystem or by the exhaust of the 'engine, the said whistle being used forwarning or signal purposes in the same manner as the steam whistle isused upon a steam locomotive. In practice all these several conductorsextend through the length of the car and are collected in a bundle orcable and may be thoroughly. insulated and protected. Altogether theyoccupy but little room. At each end the cable of conductors is providedwith suitable coupling means of the usual kind which, however, is notshown in the drawings, so that the main or supply conductors and theother conductors which may be termed the train conductors may be madecontinuous throughout the length of a train when more than one carisused.

It will be observed that the terminal 1 of the controller and theterminal 11 are connected together by a conductor 64. The terminal 2 isconnected by a conductor 65 to the conductor 42 constituting one of thereversing clutch conductors, the terminal 3 is connected by a conductor66 to a conductor 43 constituting the other reversing clutch conductor,the terminal 4 is connected by a conductor 67 to one of the speedchanging gear conductors which in this instance is the conductor 44,while the next terminal 5 is connected by a conductor 68 to the otherspeed changing gear conductor 45. The terminal 6 is connected by aconductor 69 to a corre-- sponding conductor of the other controller atthe other end of the car. The terminal 7 is connected by a conductor 70to the con ductor 46 constituting one of the train brake conductors, andthe terminals 8, 9 and 10 are respectively connected to the brakeconductors 47, 48 and 49 by conductors 71, 72 and 7 3 respectively. Theconductors 64 connecting the end terminals 1 and 11 of both controllerstogether are connected together by a conductor 74 extending between thetwo controllers. The continuity of the conductor 74 is broken at anyappropriate point and the terminals of this break are normally closed bya suitable bridging plug 75.

As will appear from a consideration of the aforesaid Letters Patent No.902,985, it will be seen that the plug 75 is contained within thecontroller structure at each end of the car, so that under properconditions the circuit may be broken by the removal of the plug, whichwill result in putting the whole system out of commission, as forinstance, when the car is not used. It may be stated that in practicethis plug is under the control of a lock accessible only to author izedpersons.

In the aforesaid Letters Patent No. 901,980 for speed changing gearthere is set forth a structure whereby the speed of transmission betweenthe prime mover and the car wheels will automatically increase ordecrease as long as certain circuits are maintained and will cease toeither increase or decrease under certain other conditions. In thisspeed changing gear there are solenoids 122 and 123 controlling an airimpelled mechanism 124 arranged to put a rotary switch 125 into and outof action and to cause it to move in either direction. The solenoid 122is connected by a conductor 126 with the conductor 44 and the solenoid123 is connected by a conductor 127 with the conductor 45. The othersides of each solenoid 122 and 123 are connected together and by aconductor 128 to an arm 129 carried by the switch 125 but normally notmoving therewith.

Current is supplied to the switch 125 through a conductor 130 comingfrom the &

dynamo lead 39 and this conductor 130 is branched to a contact 131adjacent to which is another contact 132. There is also in the branchleading to the contact 131 another contact 133 adjacent to a contact 134to which the conductor 128 leads, and these two contacts 133 and 134 arenormally bridged, by the arm 129. As has been explained in the aforesaidLetters Patent No. 901,980, this arm 129 is movable for a very limiteddistance at the end of the travel of the switch arm in either directionto break the circuit between the contact 133 and 134 and thus deenergizethe solenoids 122 and 123 automatically.

The switch 125 is coupled up to the speed changing gear which is onlyconventionally shown at 135, so that as the switch is moved around overits several cont-acts the transmission of speed from the prime mover tothe car axles is progressively increased or decreased, as the case maybe, and this increase or decrease is progressive and automatic at alltimes.

In connection with the speed changing gear there is a reversing clutchmechanism G conventionally shown in Fig. 2. This clutch is also shown indetail and fully described in the aforesaid PatentNo. 901,980. It isonly necessary to state herein that this clutch is designed to couple upthe speed gear to the car axles to cause them to turn in eitherdirection. The clutch is controlled by two solenoids 136 and 137, thesolenoid 136 being connected to the conductor 43 by a branch conductor137, and the solenoid 137 being connected to the conductor 42 by aconductor 138, the other sides of the sole noids 136 and 137 beingconnected in common to a conductor 139 leading to a terminal 140 underthe control of the governor B for the prime mover, which governor is, asbefore stated, shown in detail and fully described in the aforesaidLetters Patent No. 920,074.

The governor forms no part of the pres ent invention in so far as itsdetail construction is concerned and it is therefore only conventionallyshown in the drawings and its operation will be referred to only in sofar as may be necessary. The governor controls a bridging conductor 141in operative relation to the terminal 140, and another terminal 142,which latter is connected by a conductor 143 to one side of a magnet orsolenoid 144. This magnet 144 has an armature 145 provided with a spring146 acting against the pull of the magnet, and the armature also carriesa contact 147 in the path of which is another contact 148 connected by aconductor 149 to the dynamo lead or main 39. The conductor 149 is alsoconnected to a terminal 150 under the control of a bridging conductor151 carried by the governor, and coupling this terminal 150 normally toanother terminal 152 coupled to a conductor 153. The armature 145 isconnected by a conductor 154 to the terminal 132 before referred to andthe other side of the magnet 144 from that connected to the conductor143 is connected by a branch conductor 155 to the conductor 154.

The clutch mechanism Gr is provided with an operating arm 156 whichcarries a bridging conductor arranged to close the circuit between twocircuit terminals one of which is connected by a conductor 160 to thedynamo main 39 and the other terminal is connected by a conductor 161 toa solenoid 162 which, in turn, is connected by a conductor 163 to thedynamo main 39. The solenoid 162 controls the clutch actuating mechanism164 fully shown and described in the aforesaid Letters Patent No.901,980. It may be here stated with relation to the structureillustrated at I that the clutch controlled thereby is interposedbetween the prime mover and the speed changing gear and is of a typeoperating frictionally with predetermined speed and then coupling theparts positively.

In considering the operation of the system as thus far described it isto be understood that the construction of the controller as set forth inthe aforesaid Letters Patent No. 902,985 is such that the group ofcontroller switch or contact segments 13 to 19 both inclusive is movableby the controller handle only when the latter is pressed by a clownwardforce exerted by the hand of the motorman, this handle being constructedto have a limited vertical movement, and being capable of rotation abouta vertical axis at either extreme of its limited vertical movement.

The controller segments 20 to 27 both inclusive are movable under theaction of the controller handle when the latter is at the upper extremeof its vertical movement. Furthermore it is to be understood that thevertical movement of the controller handle is only possible when all thecontroller sections are in the central or median position and eithergroup of segments can only be operated by the controller handle when thelatter is at one extreme or the other of its vertical movement. Thesegment 12 is rotatable with the controller handle at either extreme ofits vertical movement.

Let it be assumed that the engine and dynamo are running but that thecar is standing still, and let it further be assumed that the plug orplugs 75 are in position to complete the circuit through the conductor74. Also let it be assumed that the controllers are in the centralposition and the motorman has not yet grasped the controller handle.WVith the controller lever or handle in the central position, there isestablished a circuit between the dynamo main 39 and the dynamo main 38by way of the conductor 56, a solenoid 51 constituting the emergencysolenoid of the brake system F, a conductor 57, a solenoid 54constituting the release solenoid of the brake mechanism, and aconductor (30 to the respective train conductors 46 and 47 and byconductors '70 and 71 to the controller contact or switch segments 20and 21, thence through the controller drums, which latter are not shownin the drawings but are assumed to be present, to the segment 12, and byway of this segment to the conductor 64, thence through conductors 74and 76, magnet 77, conductor 92, armature 86, to the other dynamo main38, a magnet 85 controlling the armature 86 and constituting anemergency sig nal relay magnet, being normally charged. lVith the partsin the positions described the engine and dynamo are running and thebrakes are in full release position, but the car is standing still orits axles are uncoupled from the driving power.

Let it be assumed that the motorman desires to apply power to drive thecar in a forward direction. To do this he grasps the controller handleand presses down upon the same so as to couple the upper group ofsegments 13 to 19 to the controller handle. Under these conditions ifthe controller handle or lever be moved laterally then the severalcontact segments at this time connected thereto will participate in themovement. The downward movement of the controller lever handle hascaused the elevation of the contact segment 12 until it is coincidentwith the controller terminal 1, and since the length of the contactsegment is suflicient it remains in contact with the terminal 1throughout the entire sweep of the controller handle in either directionfrom the median line.

The motorman moves the controller handle in a direction to bring thecontact segment 13 into contact with the terminal 2, it being understoodthat the terminals are in the median line 28. The movement of thecontroller lever has been sufficientto advance the contactors orsegments one step so that the relative position of the upper series ofsegments and of the fixed brushes or terminals of the controller is asthough the fixed brushes had been moved to the position of the line 29.A circuit is then completed through the conductor 65 to the trainconductor 42, thence to the solenoid 137 of the clutch mechanism G, andby the conductor 139 to the governor B, bridging conductor 141 andconductor 143 to the solenoid 144, thence by way of the conductor 155 tothe conductor 154 and to the contact 132. This last named contact andthe contact 131 are under the conditions assumed now bridged by the arm129, so that the circuit is completed through the conductor 130 back tothe dynamo main 39. The solenoid or magnet 144 is thus energized and thearmature 145 is drawn toward it so that another circuit through thecontacts 147, 148 and the conductor 1 19 is completed to the dynamo main39 and the solenoid or magnet 144 is thus maintained energized after thecircuit between the contacts 131 and 132 is broken. The solenoid 137moves the clutch into a position to couple up the speed changing gearfor forward movement of the car. But the speed changing gear is not yetin mesh. This mechanism'which is fully set forth in theaforesaid-Letters Patent No. 901,980, is so arranged that the speed maybe progressively raised or lowered by throwing into mesh different setsof gear teeth with pinions coupled to the clutch.

The motorman now moves the controller handle or lever until the fixedbrushes of the controller and the movable segments then actuated by thecontroller handle have the relative position of the line 32. There isthen established a circuit by way of the contact segment 17 to theterminal 5 and conductor 68, then to the conductor 45, and by way of theconductor 127 to the solenoid 123, thence by conductor 128 to the arm129, and by way of the contact 133 with which this arm is now supposedto be connected to the conductor 130 and back to the dynamo main 39.

The solenoid 123 couples up the switch 125 of the speed changing gear toa moving part actuated by the engine in such manner that this switch iscaused to make progressive contact with a series of conductors leadingto the speed changing gear 135, so as to progressively protrude andretract series of gear teeth at suitable time intervals to cause thespeed of the car to be increased progressively so long as the electricalcontacts just described are main tained, except that as soon as theswitch 125 begins its movement the arm 129 has a slight movementsufficient to disconnect it from the contacts 131 and 132 and completethe circuit to other contacts 133 and 134C. The circuit through theelectrical side of the speed changing gear mechanism indicated at 135 isfrom one dynamo main 38 through a conductor 165 to the speed changinggear 135, then by one after the other of the conductors 166 connectingthe switch and speed changing gear electro-mechanical there is provisionfor the breaking of the clrcuit between the contacts 133 and 134 so thatthe solenoid 123 may be deenergized and further progressive movement ofthe switch is stopped automatically. All this is set forth in theaforesaid Letters Patent No. 901,980.

Suppose that the motorman desires to run the car at a speed belowthe'maximum, then when the desired intermediate speed is attained hemoves the controller lever or handle to a position where the controllerterminals and the segments agree to the line 31, thus breaking thecircuit through the solenoid 123 and stopping the movement of the switch125 so that the speed changing gear remains in the position thenattained, and the car will run indefinitely at that speed, or at a speedcommensurate with the power supplied at that position of the speedchanging gear.

Let it be assumed now that after having caused the car to run at somedesired speed, the motorman desires to lower the speed, then he movesthe controller lever or handle where the contact terminals and seg mentswill agree to the line 30 thus bringing the contact segment 15 intoengagement with the terminal 1 and the conductor 67, which is connectedto the train conductor 14, and this in turn is connected by theconductor 126 to the solenoid 122 and the circuit is completed to theconductor 128, contacts 133 and 134;, and the conductor 130 back to thedynamo main 39, as before. The switch 125 is now connected up in thereverse direction and the speed changing gear is progressively actuatedto lower the speed until a desired lower speed is attained, when bymoving the controller arm or lever back to the position where thesegment terminals agree with the line 31, this lower speed may bemaintained.

In order to stop the car on approaching a regular stop or station, thecontroller is moved until the segments and terminals agree with the line30, and beyond that position to the median line 28 which will disconnectthe clutch and leave the train moving under its own momentum. Afterhaving brought the controller to the median position the pressure on thecontroller handle is released and the lever or handle moves to the upperlimit of its vertical travel thus coupling the lower set ofsegments tosaid lever, and then the brakes may be applied, but since this part ofthe showing forms no part of the present invention it is unnecessary todescribe the manner of applying the brakes.

It is to be observed that the movement of the controller lever from theposition of full speed to the brake position is in one progressivedirection so that the motorman has not to change the direct-ion ofmovement if he desires to slow down or stop. Also it will be observedthat the various positions already described are duplicated so that forrunning in a reverse direction the motorman has but to proceed with the0011- troller in the manner already described but in a directionopposite to that assumed. When this is done the clutch solenoid 136 isenergized instead of the solenoid 187, but the several other operationsare the same as before. The solenoid 136 is energized through thesegment 14; and its connections. When the motorman desires to make anemergency application of the brakes he may slow down as before and bymoving the controller to position 36 the emergency solenoid is cut outof the circuit and the brakes are applied in the manner fully set forthin the aforesaid Letters Patent No. 897,218, since in the triple formingin part the subject matter of the said Letters Patent the emergencyapplication of the brakes is due to the deenergization of the emergencysolenoid. If it be further presumed that the car is running and that forany reason the motorman should release the pressure on the controllerlever, whether from illness or death or fright or negligence, then thesegment 12 will be lowered out of contact with the terminal 1 connectedto the conductor 64 and the circuits through the car controllingmechanisms are then all broken so that the prime mover is disconnectedfrom the car axles and the emergency brake solenoid is energized. Thereis at once an emergency application of the brakes and the car isantomatically brought to a standstill in the least possible space andtime. This emergency application of the brakes is in the complete systemof which this present application for patent forms a part, supplementedby an automatically operating track brake tending to materially shortenthe time necessary for the sto ping of the car when the brakes areapplie under emergency conditions. Vhen the controller handle isreleased from the central position, then the circuit is maintained throuh the projection 37 of the segment 12 since the automatic application ofthe brakes due to the disability or neglect of the motorman is effectiveonly when the car is running.

Should the motorman become careless or attempt to jockey with hiscontroller then provision is made whereby the circuit is automaticallybroken by the governor mechanism as fully set forth in Letters Patent N0. 920,074 before referred to, this construction being such that amotorman must bring the speed gear to the lowest point before he canagain couple the car up to the prime mover, and this is also true in thecase of the emergency application of the brakes while the car is coupledup for running. Should an emergency condition arise erases when the caris going either at full speed or at some less speed, but still coupledup to the prime mover, then the motorman has but to release thecontroller handle and the full emergency application will be broughtabout automatically so that whether the motorman sticks to his post orwhether he becomes panic stricken and jumps the emergency application ofthe brakes will be made in either instance, the prime mover beingsimultaneously disconnected from the car axles. The controller mechanismis of course duplicated at each end of the car and for the purpose ofavoiding the use of train pipes except where used in connection with theusual brake system, the brake mechanisms arc duplicated at the two endsof the car and furthermore this avoids the use of brake rigging.

By carrying the train conductors through all the cars of the train andhaving these cars provided with the several mechanisms described, asingle controller on the head car,

may be made to control all the cars simultaneously.

The invention contemplates the use of a prime mover on each power carwith a current generator on each car and a speed controlling mechanismas well as a brake mechanism so that each car is a unit in itself, butmay have its electrical connections coupled up to the controller of thehead car so that all the several mechanisms work in unison under thecontrol of one motorman. Each dynamo on each car is provided with asuitable regulator and is driven by a suitable prime mover, but it isnot deemed necessary to describe the generator circuits in detail sincethey are fully described in Letters Patent No. 896,738 for theregulator, but it may be stated that these circuits are so arranged thatthe dynamos of the several cars may be connected up for action in unisonand the current will be maintained at a substantially constant voltageby the regulators.

As set forth in Letters Patent No. 920,074, the governor is arranged tocut out the sparking circuit of a certain number of en gine cylinderswhen the speed for any rea- 7 son exceeds a certain predetermined limit.These sparking circuits are indicated generally at 167 while a battery168 may be used for the purpose of initially starting the engine througha suitable switch 169 so that after the engine has been started thebattery may be switched out and the dynamo circuit switched in tomaintain the engine in operation and to save the battery. The generalcar system also includes signal circuits by means of which the conductormay communicate with the motorman and by means of which the conductor orother anthorized person may cause the uncoupling of the prime mover fromthe car axle and the application of the brakes. These features form nopart of the present invention, being made the subject matter of anotherapplication, and therefore no description thereof is given herein.

There is provided a circuit breaking relay 176, shown in Fig. 2, inconnection with the speed changing gear controlling segment 19. The twoterminals 6 in the path of the two segments 19 of the two controllers ofthe car are connected together by a conductor 69 as already explained.Branched off from this conductor is a jumper conductor 177 leading to acontact 178 in the path of a contact 179 carried by an armature 180 forthe relay magnet or solenoid 176. In the path of the contact 179 isanother contact 181 connected by aconductor 182 to the dynamo lead 38.The armature 180 is under the control. of a spring 183 in opposition tothe pull of the magnet, and this armature is connected by a conductor18% to one side of the coil of the magnet or solenoid 176, the otherside of which is connected by a conductor 185 to the train wire tt whichlatter in turn is connected to the solenoid 122 of the speed changinggear switch 125. The spring 183 tends to maintain the armature 180 withthe contact 179 against the contact 178. This connects the segments 19of both controllers to the speed-down side of the switch 125 of thespeed changing gear.

As has already been stated should the motorman shut off power while athigh speed the rotary switch 125 will remain at the high speed positionand after a quick stop it is not desirable to place the rotary switch onthe slow down speed by means of the controller, this controller positionbeing used merely to reduce speed under normal conditions. Shouldhowever the motorman start the car with the speed changing gear set forhigh speed the corresponding load would cause the governor to cut theengine out. hen the motorman places the controller on the central orcut-01f position the current passes through the relay 176 and thisconnects the low speed side of the rotary switch 125 to the same side ofthe circuit that the contact 15 or 16 should connect it. Under theseconditions the magnet or solenoid 176 remains in series with a rotaryswitch controlling solenoid 122 and ultimately the rotary switch ismoved to the lowest speed after which the arm 129 automatically opensthe circuit, all as set forth in detail in the aforesaid Patent No.901,980. The rotary switch 125 is so arranged that when the clutchcircuit is closed the speed changing gear is still on the first orslowest speed position with the low speed circuit open, and the car mayrun on such speed indefinitely. If the motorman places his controller inthe position to cause the switch 125 to move toward the speed raisingposition, then just previous to its going to the second speed the rotaryswitch will close the lowering speed circuit. The sole noid or magnet122 may not receive enough current to operate all the lowering speedsolenoids on a long train. This is of no consequence since just previousto the breaking of the circuit between the terminals 17 8 and 179 thecircuit is completed from the dynamo lead 39 through the terminal 181.To prevent short circuiting on account of the low resistance of solenoid176, a resistant unit 186 is included in the conductor 177.

No matter at what speed the car or train may be traveling thecontroller, if placed at 011' position, will through the solenoid 176cause the rotary switch 125 to be rotated in a direction to bring it tothe lowest speed position, which position is suitable for the startingof the car, and the limited movement of the arm 129 momentarily breaksthe circuit, thus demagnetizing the solenoid 17 6, this break occurringonly when the low speed position has been reached.

It is to be especially noted that the closing of the contact terminals17 9 and 181 is effected just previous to the opening of the contactterminals 178 and 179 so that the continuity of the circuit is preservedsince otherwise the spring 183 would produce a vibration of the armature180 and thus prevent the proper operation of the solenoid 176. hen thebranch 182 has been included in the circuit then sufiicient current willflow for energizing the solenoid 122. To prevent undue heat, resistance,and so forth the winding of the solenoid 176 must be such as to carrythe maximum current for the number of solenoids 122 which will beincluded in the circuit when the maximum number of cars are included inthe train.

In practice the solenoid 176 with the attendant parts may be used in theballistic form, which may be attained by a small glycerin dash-pot orany other suitable clamping device. Since such devices are commerciallyavailable it is not deemed necessary to illustrate them.

What is claimed is 1. In a system of electric car control, speedchanging mechanism between the power side of the car and the car axles,electric controlling means for said speed changing mechanism, and meansfor establishing electric connection on the lowering speed side of thespeed changing mechanism when the main controlling circuit therefor isbroken.

2. In a system of electric car control, electrically operated speedchanging mechanism, means for establishing electric circuits to actuatethe speed changing mechanism to either raise or lower the speed and anelectroanagnetically operated circuit controller and circuits thereforfor establishing an electric circuit on the lowering speed side of thespeed changing mechanism.

3. In a system of electric car control, a source of electric power andpower conductors leading therefrom, electrically operated speed changingmechanism, electric circuits for the speed changing mechanism forcausing the actuation thereof to either raise or lower the speed, andother means for actuating the lowering side of the speed changingmechanism comprising an electro-magnet, an armature therefor, a circuitthrough said armature and a magnet to a line conductor leading to theelectric side of the speed changing mechanism, a terminal in the path ofthe armature and connected to one power conductor and a connectionbetween the electric side of the speed changing mechanism and the otherpower conductor.

4. In an electric system of car control, a source of electric power andpower conductors leading therefrom, electrically operated speed changingmechanism, electric circuits for said speed changing mechanism, forcausing the actuation thereof to either raise or lower the speed, andother means for actuating the lowering speed side of the speed changingmechanism, comprising an electromagnet, an armature therefor, a circuitthrough said armature and magnet and to a line conductor leading to theelectric side of the speed changing mechanism, a terminal in the path ofthe armature and connected to one power conductor, a connection betweenthe electric side of the speed changing mechanism and the other powerconductor, and means for initially energizing the magnet to move itsarmature into engagement with said contact.

5. In a system of electric 'car control, a source of electric power andpower conductors leading therefrom, electrically operated speed changingmechanism, electric circuits for said speed changing mechanism forcausing the actuation thereof to either raise or lower the speed, andother means for actuating the lowering speed side of the speed changingmechanism comprising an electromagnet, an armature therefor, a circuitthrough said armature and magnet and to a line conductor leading to thespeed changing mechanism, on its electric side, a terminal in the pathof the armature and connected to one power conductor, a connectionbetween the electric side of the speed changing mechanism and the otherpower conductor, and means for initially energizing said magnet to moveits armature into engagement with said contact, comprising anotherterminal in the path of the armature on its movement away from themagnet, a controller, circuit connections established by said controllerwhen in its inactive position for energizing said magnet to attract itsarmature.

In testimony that I claim the foregoing as my own, I have hereto aflixedmy signature in the presence of two witnesses.

VILLIAM C. MAYO itnesses LEE H. ORNDORFF, I. F. BECKER.

